Fluid-pressure brake.



W. V. TURNER.

FLUID PRESSURE BRAKE.

APPLICATION FILED MAR.1B, 1904.

Patented May 4, 1909.

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W. V. TURNER. FLUID PRESSURE BRAKE.

APPLICATION FILED MAR. 18, 1904.

. 920,504 Patented May 4,1909.

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WITNESSES A v INVENTOR "UNTTEB STATE@ PATENT llilh`l VANIA.

i WALTER V. TURNER, OF `\\`lLll.\`SBlRG, PENNSYLVANIA,,ASSIGXOR TO THE WESTINGHOUSE AIR BRAKE COMPANY, OF FITTSBTRG. PENXSYLYANIA. A CORPORATION OF PENNSYL- FLUID-PRESSURE v Specification of Letters Patent.

Application led March 18, 190e.

Patented May el., 1909.

Serial No. 198,762'.

To all whom lit may concern:

Be it known that I, WALTER V. TURNER, a citizen of the United States, residing' at lvilln'nsburg, in the county of Allegheny and State of Pennsylvania, have invented a certain new and useful Improvement in Fluid-4 leased as desired, and thereby secure what is known as a graduated release of the'brakes. This result is secured in the present instance by means of an additional piston or abutment subject to lluid pressure upon its opposite sides when the brake is applied, and means for varying the pressure upon'oneside of said abutment when the train pipe pressure is increased for-moving the triple valve to release position and thereby cause the abutment to act by the pre onderance of pressure on one side to move ack the triple valve and close the exhaust from the-brake cylinder.

Another important feature of my invention comprises improved means for retarding the release on the forward end of the train when the brake valve handle is thrown to full release position for increasing,` the train pipe pressure to release the brakes.

With the present standard equipment, as is Well known, when air from the main reservoir is turned into the train pipe at the brake valve for the purposeof releasing the brakes on a long train the Wave of increased pressure immediately moves the triple valves on the forward cars to release position and travels toward the rear with diminishing force, so that it often happens on long trains that the -rise in train pipe pressure at the rear end is not at first sufficient to move all the triple valves to release position. This condition of things is ag `ravated by the fact that in the meantime t ey head brakes have been released and all the feed grooves of such triple valvesare open and drawin from the train pipeto4 recharge their auxi iary reservoirs.

For this reason it is often verydifficult to effect the prompt release ofthe brakes on the rear cars of a long train and many delays and break-in-twos have been caused by this condition. lt is very desirable, therefore, to be able to effect a substantially simultaneous release of the brakes on all the cars of the train, and this result is secured according' to the present invention by providing an additional inw ard movement of the slide valve of the triple valve device to a position for retarding the release, in which position the brake cylinder exhaust port is restricted, this movement of the valve from full release position to retarded release position being opposed by a yielding resistance device, suoli r as a spring, which will also act to return the valve to full release position uponv equalization of the pressures, whereby upon an increase in train pipe pressure the triple valves on the forward portion of the train, where the wave of increase is greatest, will overtravel'the normal release position to retarded release position and restrict the brake cylinder exhaust opening, while the triple valves toward the rear of the train, where the' rise of pressure is slower, will be moved only as far as the normal release position, giving` a full opening to the brake cylinder exhaust. By this means, when an ordinary increase is made in train pipe pressure for the purpose of releasing the brakes,-the triple valves at the forward portion of the'train will move promptly over the full release position to a retarded release position, in which the brake cylinder exhaust is more or less restricted, while at the rear of the train the valvesl move more slowly and then only as far as full` release position, the position of the valves along ,the train corresponding directly to the degree of train pipe pressure. y

The period of time required to move the forward triple valves and to release the corresponding brake cylinders through the restricted exhaust ports is substantially the same as that. required to effect the movei ment of the rear triple valves to full release 'and securing a smooth and uniform actionn And not onlymay the release be substantially simultaneous, but itN may also be eflected more positively and in a much shorter time by having the feed grooves'or passages between the train pipe and auxiliary reservoir also restricted, so as to be nearly or quite closed in the retarded release position of the triple valves. The wave of increase in train pipe pressure will then travel much is a sectional view of a triple valve device provided with my improvements; Fig. 2 a

. -similar view showing a modified form of devicefor graduating the release; Fig. 3 a

. view similar to Fig. 1, but showing'the partsl the parts in retarded release position; Fig. 5'

in lap-position; F'ig.` 4 a similar view showing a view similar lto Fig. 2, but showing the parte in la position; Fig. 6 a plan v view oi the main s ide valve seat; Fig. 7 a face view of the main slide valve and Fig. 8 a broken sectional viewv showing a modified form ofI device for retarding the release, applied toa auxiliary reservoir, mam slide valve 11 easing intoj the valve chamberf'for' operating" the, valve in graduating the release and isl standard triple valve mechanism. y

According lto the construction shown 1n Figs. 1, 3and 4, the .triple valve device comprises a cap portion 2, having an opening 1 for'connection with the train pipe, a body portion 3 -having piston chamber 4, valve chamber 7 in open communication with the piston', piston stem 8,

aving graduating valve 9 and exhaust cavity 14 for cooperating with the brake cylinder port 12 leadingr to the pipe 15, and the exhaust port 13, all of whichmay be of standard construction and well understood by those familiar with the art. According to` this form of m improvements a casing is mounted at the orward end ofthe triple valve and may conveniently extend within the auxiliary reservoir, as shown. Within this casing are two chambers, 21 and 22, separated by the piston 20, which engages the opposite "stems 28 and 23 having springs 29 and 39 lrespectively which nor mally hold said piston in release position between the grooves 24 and'25-When the res-- the sures are equall on opposite sides o pis-ton. The stem 28 extends through the Iprovided vwith a shoulder or flan e 30 forenv' -gaginga seat on the casing and t ereby Inskmg a t1ght Joint to'prevent'leskqgefrom-the auxiliary reservoir totheichamher 21'.` 'This lchamber 21 communicates 'with the brakeI oylinderiby a passage; 27.. .The stem y28,;may act directlyvon the s devising-:but accordi to the preferred construction the` stem' 1s madev hollow and contains the s ring 32 and stem 33, which is provided Wit a collar 34 -for engaging the cap 35 and extends through said cap for engaging the extension 37 of t e 4slide valve 11 when the same is in full release position as shown in Fig. 1. Whenin this position the exhaust port 13 is o en its full width to the exhaust cavity 14 an the iston 5 is at an intermediate position whic is a slight distance laway from its extreme inward position, the feed groove 6 also being fully open in this normal or full release position. When'the piston travels to its inward position, called retarded'release position, the s ring 32 is compressed and the brakecylinf er exhaust port 13, as 'well as the feed groove 6,1is restricted so as to be nearly or quite closed, as shown in Fig. 4.

The operation of this form of my improvement is as follows; The system being charged to normal standard pressure and the parts in normal release position, as shown in Fig. 1,

the brakes are ap lied in the usual 'mannerV by making a re uction in the train pi e.

pressure and at thesame time that the bra e cylinder is charged from the auxiliary reser-v vior the same pressure is admitted. through passage 2,7 to the chamber 21 and moving the piston over against the spring 39 equalvizes through groove 24 into chamber 2,2, so that .both vchambers are charged with brake cylinder pressure and the iston 20isireturned to normal position.A If, t en, it be desired to i grade downv the brake cylinder pressure the brakeV valve 1s moved to open Acommunication fromthe main-reservoir to the trainI position to pipe and then turned back to lap f he wavc o cut oil such communication.' increased ressure travels down the train pipe and eing greatest at'the head end causes thosetriple pistons to move inward to the extreme position'shown `in Fig. 4, in 'which the brake cylinder exhaust is vrestricted or closed, thereby retarding the re lease. cylinders thereby begins to diminish slowly, whiletoward the rear of the train the valves are being shifted over toy a position inwhich the brake cylinder exhaust is fully oen, 4thereby )ermitting a'more rapid rate o reducing t e pressure in these brake cylinders,

The pressure inthe forward brakeI so :that the. pressureis diminishing in all of*v thebrake cylinders throughout theftrain at substantiallythe same time.- As the presl sure falls-a' certain amount in the brake, cylin-v der, and consequently inthe-chamber 21 on one side ofthe piston 20, said piston is actu- .ated by the' greaterpressure remaining in chamber-'22 to com 'rees sprin'g29 and move the valve back to a l positiomas shown in Fig. 3,-'therebycuttin oil further exhaust from'the brake cylin 'er'.v A sto ,such as the adjustable nut'31, .is provide' -for limitmg ythe ,movement ofthe stem 28 and pist'on20 in. this directin, and as the pressure umy then readily equalizes around the piston through the groove 25, thespring '2Q returns the piston to its normal position. reductions in brake cylinder pressure may be made by repeating this operation or the pressure may be completely released at any t-ime in the usual way by continuouslj.' increasing the train pipe pressure a sullicient length of time. The use of the device tor retarding the. release in 'combination with that for graduating the release, is very important on long trains, for the reason that it is necessaryr to make quite. a heavy initial increase in train pipe pressure, in order to cause the rear triple valves to move to release position and without any means for retarding the release at the forward end ol the train this heavy increase would be su'llicient to hold the valves on the. forward cars in release' position a suiiicient length oi' time to discharge all the air from the bral-:e cylinder and thereby prevent any possibility of grading` down the brake cylinder pressure throughout the train by the desired amounts. But while the use. of the retarding-device gives a greater uniformity of action in release on .long trains, it will be evident that the improved means for securing a graduated release of the brake cylinder pressure may be used by itself and give a very efficient action especially on short trains.

In or( er to give aV more positive and quicker action to the graduating release piston means may be provided, if desired, for

positively varying the pressure' on one side of said )iston independently of the decrease in the rake cylinder pressure. As shown in Figs. 1, 3 and 4, such means comprises the additional ports 18 and 19 located in the slide valve seat and communicating with ports 17 and 26 respectively leading to the train pipe and the chamber 22, and the additional cavity 36 in the slide valve 11 so located as to establish communication between these ports as the valve is being moved from lap position to full release position and then closing the saine, whereby a puflof air from the train ipe is admitted to chamber 22 to augment tlie pressure therein and cause aquicker movement ofthe piston 2O when the brake cylinder begins to exhaust, the

-pressure in chamber 22 then equalizing around the piston as the same is moved to lap the valve, :s before described.

According to the modification shown in Figs. 2 and 5 the chamber 22 in the rear of 'the piston 20 is made of muchsmaller capacity and is in communication with the brake cylinder lthrough port or passage 27', while the chamber 21 on the opposite side of the piston communicates through passage 26 with the port '19 in the valve seat andport 18I communicates with `the exhaust passage 38 and the atmosphere. "With this lform of de vice the cavity 36- connects ports 1 8 and 19 saine l when the brakes are applied the brake c vlin` i ,l in full release position ol' the valve, as shown in Fig.

2, and vents chamber 21' to the at1nospliere.

as that before described, except that brake cylinder pressure the chamber 21 isA vented more or less to the atmosphere as the valve arrives at or passes over the full release position, whereby the brake cylinder pressur in chamber 22 I )reponderatesand promptly moves the piston to its graduated release position and the main slide valve bach to'lap position, as shown in Fig'. The brake cylinder pressure then equalizes around the piston 20, the vent ports being closed, and the spring 29 returns the piston to its normal position. The chamber 21 being small will reduce to the atmosphere much. more rapidly than the brake cylinder when the triple valve is moved to release position The feature of retarding the release in this combination is sulistantially the same as before described in connection with the first modification.

W'hile the use of the device for retarding the release in combination with graduating The operation is substantially the the release is very important, especially on long trains as above explained, it will be evident that the said device for retarding the re lease may also be` applied to a triple valve device independently of the graduated rclease feature, and such a construction is shown in Fig. 8, wherein the triple valve casing is provided with a frame or yoke 40 carrying a support 41 in which is mounted the stem 42 for engaging the extension 37 of the slide valverll and having a head 46 for limiting the inward movement of the stem. A spring 43 is mounted between the adjustable nuts 44 on the stem and 45 on the support and tends to force the stem to its normal position, in which-it engages the extension of the slide valve when' the valve and piston is in normal full release position with the brake cylinder exhaust port and the feed groove open, as shown in Fig. In order to give a definite amount of restricted opening to the exhaust' in the extreme retarded release position of the valve, a small port 47 may bexmade in the slide valve and communicate. with the `exhaust cavity 14. In

the operation ofthis form of my improvement, when thevbrakes are to be released.

upon long trains the train pipe pressure is increased in the usual way, with the result thatA the triple valves on the forward end of tarded 'release position, in whichu .feed

groove is restricted and the exhaust from the brake cylinder closed oi"- restricted. The amount to which the exhaust outlet is restricted and the retarding spring compressed depends upon the degree of train pipe pressureand consequently upon the distance of each triple valve from the forward end of the train, as before explained, the time required to elect the movement of the triple valve and the release from` the brake cylinder being substantially thesame at all points throughout the train, thereby producing a substantially simultaneous release of the brakes on all the cars. The retarding spring 43v forms a yielding resist-ance device for opposing the inward movement of the triple valve beyond the full release position, and

acts to return the valve to said normal fullrelease position upon a substantial equalization of ressures upon the opposite sides of the trip e piston. y

The passage or feed groove 6 for establishing communication from the train pipe to the auxiliary reservoir is preferably so arranged as to be open to its fullest extent when the triple piston is in its normal full rer l'ease position and to be restricted when the iston is moved farther inward to a position 'loi' retarding the release, as shown in Fig. 8, and also other figures of the drawing. By th'is means the wave of increase in train pipe pressure travels more rapidly and with greater effect toward the rear of the train, since the feed grooves on the forward cars are restricted,vconsequently producing a quicker movement of the rear triple valves, and thereby securing a quicker as well as a siinultaneous release of the brakes on all the cars of the train. Another important advantage derived from thiseonstruetion is the prevention of the overcharging ol' the Vauxiliary reservoirs on the forward end of the train which often occurs with the present standard equipment when the brakes are released on long trains and causes the head brakes to reapply when the brake valve is'returned to running position and before the normal pressure is restored at the rear of the train line. wWith my improvement this objectionable action ispreveiited,siiice the feed passages from the train pipe to the auxiliary reservoirs o'n the forward cars of the train are temiiorarily restricted so that the pressure is restored at substantially the same rate in all of the auxiliary reservoirs throughout the train. Y

Having now described my invention, what I claim as new and desire to secure by Letters Patent is 1.--

1. In a fluid pressure brake, the combination with a valve and piston operating iii response to variations in train pipe pressure.

for controlling the exhaust l'i'oiu the brake cylinder, of an independently movable abutnient also acting on said valve and subject on one side to brake cylinderpressure, and means 'for varying the pressure onthe opposite side of said abut-nient.

2. In a vHuid pressure brake, the coinbinathe brake cylinder exhaust, of a vmovable.

abutment also actin@ on said valve and exposed on one side to tbrake cylinder pressure, and means actuated directly by an increase in train ipe pressure for varying the pressure on t ie op osite side of said abutment.

3. In a fluid) pressure brake, the combination with a valve and piston operated accoiding to variations in train pipe pressure for controlling the exhaust from the brake cvlinder, of a movable abutment or'pisten also acting on said valve and subject to the opposing pressures of the brake cylinder and a chamber, and a yielding' device for normally holding said abutment in release position.

4. In a fluid )ressure brake, the combination with a valve and piston operated according to variations in train pipe pressure for controlling the exhaust from'the brakev a so acting on said valve and subject to the opposing pressures of the brake cylinder and a chamber, means for perniitti ng an equaliza- ,tion of pressure' from one side of said abutment to the other, and a sprin for normally holding said abutment in re ease position when said )ressures are equalized.

5. .In a uid ressure brake, the combination with a va ve and piston operated ac cordiiig to variations in train pipe pressure for controlling the exhaust from the brake cylinder, of a movable abutment also actingI on said valve and subject to the opposing pressuresof the brake cylinder and a chamer, and means operated by the movement. vof said piston for varying the pressure in said l chamber.

6. In a fluid ressure brake, the combination with a va ve and piston operated accoi-ding to variations in train pipe pressure vfor controlling the exhaust from the brake cylinder, of a movable abutment also acting on said valve and subject to the opposing ressures of the brake cylinder and a chainer, and ports controlled by said valve for varying the pressure in said chamber.

7. In a fluid pressure brake, the combinationwi th a valve and piston operated according to variations in train pipe ressure for controlling the exhaust from the rake cylinder, of a movable abutment also acting on said valve and subject tothe op osing 'pressures ofthe brake c linder and a c iamber, and

means controlled y said valve for reducing trolling the exhaust from said ch der, ol a movable abutment also acting on said valve and subject to the opposing pressures of the hrale cylinder and a chamber, and a port governedby said valve for conay in b e r.

9. ln a lluid pressure'brake, the combination with a valve and piston'operating in response to variations in train pipe pressure for directly controlling the exhaust from the brake cylinder and from a lluid pressure,y

chamber, of a movable abutment also a ctmg on said valve and. subject tothe opposing' pressures of the bralre cylinder and said fluid pressure chamber, and mea ns'for permitting an equalization of the pressure from the bra lie cylinder around said alnitment.

ll). A triple valve device comprising al piston and valve mechanism for controlling the supply of air to and the exhaust from the brake cylinder. and having means operating under an increase in train pipe pressure for restricting the exhaust from the brake cylinder: -ordine to tl the tr; .i

i pipe 'fronrthehead toward the rear of the train.

11.- A.. triple valve device comprising a valve mechanism for ccmtrollingv the brake c linder service and exhaust ports'and liaving' an intermediate full release position. a piston operated/liv an increase in train pipe pressure for moving said valve to a furtlmr position for restricting therexhaust from the brake cydnder, and yielding resistance means l'or retr'u'ning the valve to normal full release position. A

12. A triple valve valve for controlling the supply to and exhaust from the brake cylinder, a piston operated by an increase in train pipe pressure for moving saidvalve to a positionfor restricting the exhaust port, and yielding rcsistancc means for returning said valve to its normal position.

i3. triple valve comprising a -main valve, an auxiliary valve and a. piston for controlling the supply of iluid under pressure' to and its exhaustlrom the brake cylinder, the piston and auxiliary valve having a movement relative to the main valve, and yielding resistance means opposing the inward movement of the main valve beyond its normal lullrelease. iosition.

14. In a i uid pressure brake,` the combination with a valve for controlling the brake cylinder service portand exhaust port and fhavi'ng a normal fullrelease position, and a retarded release position in which the exhaust opening is restricted, of a piston operated by ipe pressure for moving an increase in train said valve to retarc ed release posltion and yielding resistance means for'returningsaid ie variation in pressure in device comprisingz l to .and the exhaust `from' the brake cylinder l and having an intermediate full release position and an inner retarded release position I for restricting the brake eyiinder exhaust, and yielding.resistance means for opposing the movement of the valve to the retarded l releaseA position.

lo. A triple valve device having a valve and piston operated by variations in'train pipe pressure for controlling the exhaust from the bra he cylinder and having a full release position and a. further inward movement for restricting the brake cylinder exhaust, and yielding resistance means opposing the further inward movement of the valve beyoinl4 Q full release position. w

1T,y A triple valve device comprising a valve for controlling the brake cylinder exhaust and having a full releaselposition and a retarded release position. for restricting the brake cylinder' exhaust, a piston operated by an increase in train pipe pressure for moving said 'valve to retarded release position, and yielding resistance means for opposing the movement-of said valve from the lull rel lease position to retarded release position.

1S. truile` valve devicev comprising' alvalve and piston subject to the opl'iosing pressures of the train pipe and auxiliary reservoir l'or controlling the exhaust from the brake cylinder, said valve having a full re? lease .position with the exhaust fully open, and a further invvard movement for restricting` the brake cylinder exhaust opening, and a vspring for opposing the further inward. movement of the valve -beyond full release position.

19. A triple valve device comprising a valve and piston `for opening communication l'rom the brake cylinder to the exhaust and Vfrom thetrain pipe to the auxiliary reservoir when in norma-l full release position, and having a furtherinward movement i or restricting both communications, and yielding resistance means foi-'opposing the further inward movementol' the valve beyond full reg4lease position.

20. A. triple valve device comprising a. main valve controlling the' brake cylinder exhaust, an, auxiliaryfvalve having a movement relative to the main valve lor controlling a supplyto the brake cylinder, said main valve having a full release position and a retarded release position, and ay yielding resistance means for normally returning said main valve-i`rom the latter position-to the former. ,l

21. A triple valve device comprising main and auxiliary valves, means operated by an increase intrain pipe'pressu're for actuating said valves to a position for retarding the releasefrom the' brake cylinder, and a yielding resistancel means acting on the main valve for normally returning the same to full release position.' 1

loo

#moving the l l'or retarding the release from the brake cyll inder, and a spring sure to the 22'. ln a lluid aressure brake, the combii ve for controlling the exj nation with a va haust from the. brake cylinder7 and a movable abutment subject to brake cylinder pressure for closing s aid valve, oi' means operated by an increase in train pipe pressure for restricting the exhaust from the brake cylinder.

23. ln a fluid pressure brake, the combination with a valve for controlling the brake cylinder exhaust and a means operating automatically after an increase in train pipe pressure'to. close said valve, ol' means operated by an increase in train pipe pressure for' temporarily restricting the exhaust from the brake cylinder.

24. ln a iiuid pressure brake, the combination With means operated by an increase in train pipe ,pressure for tem orarily restricting the exhaust from the l? der, of a valve for controlling said brake cylinder exhaust and a movable abutment olperated by fluid-pressure for'automatically c osing said valve after an increase in train pipe pressure. l

25. In a fluid pressure brake, the combination with a valve and piston operating according to variations in train pipe pressure to control the exhaust from the brake cylinder and having a normal full release position and a further inward movement for restricting the brake cylinder exhaust, and yielding resistance means for op osing the further inward movement of sai valve, of a movable abutment subject tobrake cylinder pressure and also acting on said valve.

26. In a fluid pressure brake, the combination with a train pipe, brake cylinder, and a valve mechanism having main and auxiliary valves for controlling the su ply of resbrake cylinder an its re ease from the brake cylinder of a piston operated by an increase in train pipe -pressure for valve mechanism to a position for normally returning saidmain valve to its lull release pos1t1on.

i I I l l l l i l l l 27. A triple valve device main valve for controlling the exhaust and having a full release position and a retarded release position, an auxiliary valve and piston having a movement relative to the main valve, and a resistance spring opposing the movement of saidmain valve to the retarded release position.

28. A triple valve device comprising a main valve, an auxiliary valve and piston operated by variations in train -pipe pressure for controlling the su ply to and exhaust from the Ibrake cylinc er, .said main valve having a normal full release position. and a Afurther inward movement for retarding the release from the brake cylinder, and a spring acting 'on said main valve to oppose the further inward movement of the same beyond full release position.

29. A triple valve device comprising a piston, a valve mechanism governed thereby for controlling the supply of air to and the release of air from the brake cylinder, and means operatin upon an 4increase in train pipe pressure or restricting the passave through which air is released from the brale cylinder, according to the variations in pressure in the train pipe from the head toward the rear of the train.

80. A triple valve device comprising a piston and valve mechanism for controlling the supply of air to the brake cylinder, and having means operated by the triple valve piston under an increase in train pipe pressure for restricting the passage through which air isv released from the brake cylinder according to variations in the differential of pressures between' they train ipe and auxiliary reservoir from the head) toward the rear of the comprising a train.

ln testimony whereof I have hereunto set my hand.

WALTER V. TURNER, 'Vitnesses i R. F. EMERx, JAS.' B. MACDONALD.

brake cylinder Y 

